Car-body construction.



L. G. NILSON.

GAR BODY CONSTRUCTION.

APPLICATION FILED JUNE 3, 1907 Patented June 1, 1909 '2 SHEETS-SHEET 1.

L. G. NILSON.

CAR BODY CONSTRUCTION.

APPLICATION FILED JUNE 3, 1907.

Patented June 1,1909.

2 SHEETS-SHEET 2.

NW5 mm mm w 22 $4 13 atbozmw UNITED STATES LARS G. NILSON, OF HOBOKEN, JERSEY, ASSIGNOR OF ONE-HALF PATENT OFFICE.

ro WILLIAM B.

STRANG, OF NEW YORK, N. Y.

can-Rom! 'consrnucnon.

Specification of Letters Patent.

. Patented June 1', 1909.

Application filed June 3, 1907. Serial No. 376,899.

specification.

This invention relates to car body construction, and more particularly relates to railway cars having propelling machinery mounted on the car body. A

The objects of the invention are to construct acar frame suitable for cars wherein a driving machine is carried b the underframe, which shall not be sub ect to vibration caused by the engine.

In ordinary railway cars supported at separated points by trucks there is a natural tendency toward vibration, the middle of the car having the greatest amplitude, but gradually diminishing toward the supports and then increasing from the supports outward to the ends. V hen an engine is mounted on the car.fran1e, as in propelling systems embodying an eng ne connected'to a generator which supplies motors on the trucks, the vibrations due to the engine may coincide at certain speeds with the natural vibrations of the underframe which increases the total vibration to an objectionable degree, and also is uncomfortable to the passengers. In such cars,

the vibrations may prove very destructive to the frame and car body, and this invention therefore has for its object to construct an under frame and body for this class of cars, which shall be especially constructed to reduce the vibration, and at the same time be light in Weight and strong enough to resist lateral, as well as compression strains. I

In carrying out the invention, I have provided a car frame wherein the vibrations produced by the machinery and the natural vibrations-due to the sus ensionof the frame neutralize'each other. the-system of propulsion above referred to, there 'may be, in connection with the enerator,a storage bat tery, and -a further eature of the invention comprises astructure carried'by the under frame for supporting the battery,jwhil e at the same time strengthening and stiif'emng the underframe. v

the embodiment .of the invention herein described, the car frame comprises one or more center sills extending the length of the car body, and being of greatest r gidity or depth adjacent the end which is to carry the oppositely disposed side sills connected by f cross bracing'and body bolsters, and carrying the. flooring and side framing. The side ried by the side sills and connected by deep plates extending from the bottom of the side sills to the belt rail, forming deep'girders, above which the external covering andthe windows will be carried;

a plan new of a car underframe embodying the invention Fig. 2 is a side view; Fig. 3 is a cross section on the line 33 of Fig. 1, showing the bolster construction; Fig. 4 is a plan view; Fig. 5 is a bottom view; Fig. 6 is a detail view showing the battery framing; Fig.7 is an elevation of the side frame, and Fig. 8 is a detail view of the cross bracing.

there are preferably two extending the length tudinal, vertically disposed plate 1, which is of greatest depth at the front bolster, and tapering therefrom toward the front 'end 4 and the'rear end 5.

2 is a truck pivot, and 3, 3, are wheels carried by a motor truck, not shown.

Each ofthe sills 1 is stiffened by angles 6 riveted at to and bottom, preferably on the outer sides t ereof. Between the plates 1 at the respective bolsters, are flanged spacing castings 7, 8-, riveted thereto. The plates 1 could be flanged if desired, along one or both sides, instead of having the angles riveted thereto.

' prises the flanged castings 7, between the sills and angles 18 .as in Fig. 8.. The cross braces may be built up similarly tothe sills 1, or-be castingsorpunchings.

framing comprises a series of uprights car- In the accompany ing drawings, Fi ure l is 1 and tapered castings 11 bolted thereto andv pivot 2.; The rear bolster machinery. In combination therewith are Referring first to the center sills, of which of the car frame, each is made up of a longi- The front bolster, Figs. 3, 4 and 5, com- 19 are spacers, similar to castings 7, S.

1 At the junctions are gusset plates 20, which,

as will be seen fromFig. 5, are somewhat heavier lfor the bottom of the bolsters. the front end are extensions :21 of the side sills curved around and attached to the cen- =ter sills 1 by angles and rivets, and 22 is a flat stiffening plate or gusset secured on the top and bottom thereof. T

23 are diagonal braces connecting the curved extensions 21 and the junction of the front crops piece with the center sills, so as to form a-rigid structure capable of withstanding impact, and transmitting the same to the center sills.

The rear end construction comprises a cross brace 24 connecting the side sills and the center sills and the rear platform framing 25, is made up of a second cross brace 24,

and curved rear end 26 connected by longibolster to bolster in the usual manner, but a feature of this invention resides in a construction ofcross bearers particularly adapted to carry the Weight and contain the storage bat teiies, which are an important portion of the equipment ofoars of this type. awed referably at the ends of 'two of the nieces 17 near the middle, to the sills 1 an:

. 15, are depending U shaped frames 80, which maybe composed of bent angles orcharmels. These are connected by cross bars 33 and d1 agonals 34, to form a stnl and rigid rrame or cross bearer for transmitting the compression strains due to the tension" rods to the sills, and also capable of supporting the, battery.

vThe tension rods 32 may be located in the angles 30, and will have turnbuckles, accordin to common practice. This construction oi battery framing thus anchors the side and center sills together.

curved inwardly at 37 in order to provide for the inturned angle stifiener 38, secured to the side plates 39, which. latter are riveted to the side sills and to the uprights 35. This arrangement of cross bearers and battery box,

' in connection with the sills andfside frames,

anchors and stiftens the entirelrame, forming a powerful plate girder either with or without the rods 82. The reason'lor bend-- ing inward the uprights 37 is tq enable the top chord stiffener 38 to be ap'pliedin such as to support the belt rail 39 without" increasing the width, and also to enable' the upper part of the car bodyto be finished wood if so desired. For this pin belt rail. i0 shown in Fig. 7 can c2! The side iraming'con sists of uprights 35 bolted to the tops of side sills 15 by angles 36, and the uprights 35 are eaaszea over the longitudinal still'eners 35, and the window framing will come between the belt rail and the upper longitudinal still'ener -ll which connects the uprights 'lhis outer finish may be of wood, which is somewhat cheaper than metal, and desirable for this reason, and also because this outside linish is not depended upon to still'en the side frames. The stifli' side plates need not be run much past the bolsters, as their main function is to carry the weight and still'en the middle of the car, thus permitting the rest of the sides and T he car lines 42 forming the support for the roof are arched across as shown, between the longitudinals 41, forming the complete car body.

In Fig. 7, the dotted lines show the manner in which the wood linishings may be applied. 43 are stepsat therear, and 44 is a-parti tion dividing oil the engine rooin or cab.

lonsidering now the entire car frame con struction, it will be seen that the center sills, upon which the larger part of the live load,

carried, will, by reason of the tapered construction, be heaviest at points of greatest load, and have a diil'erent period and amplitude otyihration than the side sills and side frames, which normally have the greatest amplitude of vibration at the middle. The ellect will be that the vibrations from one set of sills will be neutralized and broken up those from the other and the sides so that these two sets of vibrations will not be in harmony, but will be distributed in such a way as to be dissipated and dampened instead of magnified.

While in the foregoing description I have referred particularly to a motor driven unit carrying the-machinery on the frame, and the construction is particularly adapted for reducing the vibrations caused thereby, it will be understood that the invention is not to be limited to such a form of car, inasmuch as the principle of providing two intercOn-L nected sills having different periods and'amplitude. of vibrationwhereby one will neutralize the other, may be applied to other cars. Furthermore, it will be understood that the particular constructions herein described, and the manner of building up the omponent parts may be varied in many particulars without departing from the scope of the invention, though it will be'seen thatthe described construction can be built'up om standard shapes, which is a considera le advantage in manufacture.

detllar'e that what I claim as new and desire to 'secure by Letters Patent, is, L t 1. In railway carconstruction, a longitu'dinal sill tapering in depth from an intermediate point to the opposite ends, a body a bolster carried thereby-at said intermediate due to the engines and generators, will be the ends to belin'ished in lighter material.

Having thus described my invention, I v

point, and a second body bolster carried thereby between said point and the end of the sill.

2. In railway car construction, a longitudinal sill tapering in depth from an inter mediate point to the opposite ends, and a plurality of body bolsters carried thereby between the ends, said body bolsters being of different heights.

3. In railway car ,constru'ction, a longitudinal sill tapering in depth mediate plurality of body between the ends, one intermediate point of 4. Inv railway bolster being at said greatest depth.

mediate point nearer one end outwardly to the ends, a body bolster at the portion of greatest depth, and a second body bolster at a portion of less depth.

5. In railway car construction, a longitudinal sill tapering in depth from an intermediate point nearer one end outwardly to the ends, a body bolster at the point of est depth, a second body less depth, and side sills of substantially uniform depth connecting the bolsters.

6. In railway oar construction, a longigreatbolster at a point of tudinal sill tapering in depth from an intermediate point to the opposite ends, a plurality of transverse body bolsters carried thereby between the ends, outside sills, and stiffened plate sides carried by said side sills.

7; -In a railway car construction, a longitudinal sill tapering in depth from an intermediate point to the opposite .nds, a plurality of transverse body bol s carried thereby between the ends, outs sills, and plate sides carried by said side sills, and stifl'ening means comprising vertical uprights and a longitudinal angle along the top of said plate 7 from an inter-- point to the opposite ends and a bolsters carried therebyl car construction, a longitudinal Slll tapering 1n depth from an mterl 8. In railway car construction, a longitudinal sill tapering in depth from an intermediate portion to the opposite ends, a plurality of transverse body bolsters carried 1 thereby between the ends, outside sills, plate sides carried by said side sills, and g stiffening means comprising. vertical uprights and a longitudinal angle along the top i of said plate, said vertical uprights being i turned inwardly to clear the inner edge of the longitudinal angle. i 9. In railway car construction, a longitudinal sill tapering in depth from an intermediate portion to the opposite ends, a pluirality of transverse body bolsters carried thereby between the ends, outside sills, plate ,sides carried by said side sills, st ifi'ening means comprising vertical uprights, a longi- 1 tudinal angle along the top of said plate, and a belt rail carried by said angle. I 10. In railway car construction, a longil l tudinal sill tapering in depth from an intermediate portion to rality of transverse between the ends,

the opposite ends, a plubolsters carried thereby outside sills, plate sides carried by said side sills, stiffening means comprising vertical uprights and. a longi- E tudinal angle along the top of said plate, said l vertical uprights being turned inwardly to I clear the inner edge of the longitudinal angle, l and a belt rail carried by said angle outside said uprights.

11. A railway car ;longitudinal sills of having two bolsters and greater depth at one bolster than at the other, an engine at the i heavier end, and a battery support framing depending from the sills between the bolsters.

, In testimony whereof I aiiix my signature,

I in presence of two witnesses.

' LARS G. NILSON.

Witnesses: V

' JULIAN S. Woosrnn,

l Geo. A. HOFFMAN. 

